Oklahoma portion of the South Central HSR Corridor : service development plan (SDP)

Oklahoma Portion of the South Central HSR Corridor
Service Development Plan (SDP)
Purpose and Need
Previous studies completed by the State of Oklahoma resulted in the development of the
currently proposed service development plan. Numerous possibilities for a northern connection
that would facilitate sustainable rail service for the State of Oklahoma were investigated in great
detail including the evaluation of connection options beyond State boundaries. The results of
those studies indicate that a rail connection between Oklahoma’s two largest economic centers
will absolutely be required to establish a sustainable service producing the public benefit
necessary to justify expanded rail service in the State of Oklahoma. Another obvious result is
the need for the implementation of service between Oklahoma City and Tulsa competitive with
current automobile travel time via the Turner Turnpike. These findings prompted the
development of the Oklahoma High-Speed Rail Initiative, the primary objective of which is to
establish true high-speed service between Oklahoma City and Tulsa. Further findings indicate
that any connection of the South Central High Speed corridor to the remainder of the national
rail network resulting in competitive travel time will require the development of true high-speed
service on at least some portion of the corridor. The optimum location for the development of
High-Speed service in Oklahoma is undoubtedly the segment between OKC and Tulsa with the
potential for daily use by the estimated 6000 intercity daily commutes between those
metropolitan areas providing the ridership necessary to support high-speed service. High-speed
service has been identified as ultimately necessary to facilitate the sustainable
development of a connection between the South Central HSR Corridor and the Chicago Hub
Network. The feasibility of this connection only warrants further consideration if something other
than incremental development on existing rail routes can be identified to induce travel time
reductions necessary to offset the inherent travel time challenges for the remaining components
of a national network connection in the Midwest. The findings indicate that the acquisition of
right-of-way will be the critical challenge associated with High-Speed rail development as it has
been in other parts of the world. The Oklahoma High-Speed Initiative has a unique opportunity
to develop High Speed operations on a disturbed transportation corridor adjacent to an
Interstate route on which access and development along the route has been restricted well
beyond that of a any controlled access facility in the nation because it has been a toll facility
since the completion of its construction.
The anticipated ease of acquiring the right-of-way and the pro-infrastructure history of
transportation projects in the State of Oklahoma, position the Oklahoma High-Speed Rail
Initiative to be a corridor that can produce High-Speed Express service within a six year period.
The proposed service connects existing conventional rail service between Oklahoma City and
Fort Worth that has the potential to be competitive with automobile travel times within the next
three years and a proposed northern connection to Kansas City capable of competitive travel
times via the incremental development of service on existing rail corridors the majority of which
have low or moderate levels of rail congestion. The connection of service between Texas and
the remainder of the national network to the north has historically been plagued with undesirable
connections that can be relieved with the development of the proposed service associated with
the Oklahoma Rail Initiative. The string diagrams developed for the proposed service
development plan indicate that an additional frequency of the Heartland Flyer Service proposed
and investigated by ODOT and the BNSF could be supported by the implementation of High-
Speed service between Oklahoma City and Tulsa resulting in a long term effort that would result
in desirable connection and travel times for service to Kansas City. A departure from Kansas
City at noon would facilitate a connection to a second frequency of the Heartland Flyer that
would allow travel during reasonable hours of the day between Kansas City and Fort Worth.
The proposed operations would provide service to population centers in eastern Kansas,
southwest Missouri, northeastern Oklahoma, and Tulsa as well as provide expanded service to
the stations along the current Heartland Flyer route. Both the Tulsa long range plan and the
Oklahoma City metropolitan fixed guide way study include provisions for connectivity to the
proposed intercity high-speed as well as transit development plans that would not only support
the high-speed service but also benefit from associated infrastructure improvements.
The proposed service was identified through the completion of two reports conducted by the
State of Oklahoma and supported by findings in studies completed by Amtrak and the State of
Kansas. The findings of the initial ODOT Passenger Rail Feasibility Report indicated that
expanded passenger rail services would benefit both residents of Oklahoma and passengers
traveling on the national passenger rail system. Short-term initiation of passenger rail service
and longer-term service expansion and rail capital investments in the State of Oklahoma would
be necessary to connect the State passenger rail system with the national passenger rail
network with a sustainable system providing additional mobility, potential for economic growth,
and long-term air quality benefits to the citizens of Oklahoma.
A significant accomplishment of the original Passenger Rail Feasibility Study was the
completion of a successful application for designation by the Federal Railroad Administration
(FRA) and the Department of Transportation (DOT) as a High Speed Rail Corridor from Ft.
Worth to Tulsa. This designation increased the potential for the availability of Federal funding to
further develop and enhance rail service to Oklahoma City and Tulsa. Establishing and
developing rail service between Tulsa and Oklahoma City would foster the development of an
additional connection to the national passenger rail system east of Oklahoma. Kansas City,
Missouri appears to be the most feasible connection to Tulsa and could potentially be
implemented on existing railroad routes with only standard improvements for conventional
service that could ultimately become competitive with automobile travel times. The success of
any eastern connection by rail from Tulsa was determined to be highly dependent on the
development of an acceptable travel time and connection between Oklahoma City and Tulsa.
The Oklahoma City to Tulsa segment has been identified as an extremely important component
of sustainable High-Speed passenger rail service for the South Central High Speed Rail
Corridor because of the potential for through service to Kansas City or St. Louis. A connection
to either of those destinations would facilitate a link between the South Central High-Speed
corridors and the Chicago Hub Network (formerly referred to as the Midwest Regional Rail
System). The establishment of competitive rail service between Oklahoma City and Tulsa has
been determined to be critical for the development of High Speed Passenger and Passenger
Rail service in the State of Oklahoma as well as the surrounding region. One significant
challenge for the development of the Oklahoma City to Tulsa corridor is to develop a service
that would be competitive with existing automobile travel times on the Turner Turnpike.
Operations that compete with existing travel time via automobile on the segment between
Oklahoma City and Tulsa will require speeds in excess of 90 MPH.
Capital Prioritization Plan
While the corridor application has been developed as a single program where maximum public
benefit is not reached without full program implementation, for purposes of both project
management and capital prioritization, the entire corridor is broken into twelve project segments
to allow for more manageable project oversight. These segments comprise the corridor from
the Texas/Oklahoma border to downtown Tulsa.
The segments below correspond to project spreadsheets submitted with the full application, and
they are only meant as brief overviews of each segment . They are not meant to be exhaustive
lists. For full details of each segment, please see the project spreadsheets.
Segment 1:
This Segment will improve the Centralized Traffic Control (CTC) signaling system in conjunction
with the switch replacement project in Ardmore, OK. This signaling improvement will promote
increase trains speed in, to and through Ardmore, OK on both Main 1 and Main 2. The scope of
work includes installation of new signaling equipment at the Main 1 to Main 2 Connection
including new signal componentry, signals and communications equipment.
Current speed restricted on Main 2 to 25 MPH and this project would raise the speed to 60mph.
Additionally, this project will support 45 mph southbound moves on Main 1. This project will
enhance community quality of life by increasing train velocity through area and decreasing
crossing wait times. This project increases the reliability and consistency of freight service and
decreases maintenance cost.
Segment 2:
Red Rock Subdivision maintenance to include rail relay, tie replacement and
undercutting/surfacing to promote slow order reduction, decreasing passenger train delay and
increasing on-time performance.
BNSF's current level of maintenance supports a targeted level of service for both freight and
passenger operations. That targeted level includes an expected amount of track that has had a
slow order placed on it. Slow order locations identify track that is in need of some maintenance
and limits train speed over that track until the work occurs and the speed increased. As slow
orders increase, train speeds decrease which means a train's ability to make its schedule
decreases as well. Conversely, reducing the number of slow orders will increase a train's ability
to arrive on-time.
Segment 3:
Builds a second mainline railroad track along the Red Rock Subdivision between Oklahoma
City, Oklahoma and Norman, Oklahoma and covers all track, elevated structures, crossing
upgrades, and communications upgrades.
The addition of a second mainline will greatly enhance both freight and passenger operations by
allowing for faster travel times, better on-time performance, and allowing for expected increases
in both freight and passenger rail volumes without creating further slow orders or delays.
Segment 4:
Re-establish south connection at the Amtrak Depot in Oklahoma City, OK by installing a new
main line switch and constructing 400' of new track.
Currently the only track access is from the north and requires a back-up move to arrive or
depart a train at Oklahoma City. The limited access also means the train occupies Main 1 for
passenger loading and unloading which means no freight trains can utilize that track. Also, the
switch providing access to the main is protected by an electric lock. Operation of the electric
lock includes a waiting period during which track protection is validated before the switch can be
manually thrown. This project will enhance community quality of life by further separating freight
and passenger operations. This project increases the reliability and consistency of freight
service by establishing a dedicated track for passenger operations and allowing freight traffic to
utilize Main 1 without restriction.
Segment 5:
This project would upgrade the existing Santa Fe Station to allow for expanded operations
needed to handle additional passenger railroad service between Oklahoma City, Oklahoma and
Tulsa, Oklahoma. It would cover all architectural work and adding a new platform, elevators and
walkways, and covering any accessibility issues related to ADA compliance.
This segment will allow the existing Heartland Flyer and the new passenger rail line between
OKC and Tulsa could operate simultaneously without causing delays or back-ups.
This segment includes one (1) new push-pull diesel Talgo XXI trainset composed of dual
locomotives and four (4) passenger cars. Trainsets included to coincide with completion date
for relevant track infrastructure improvements upon which train(s) will operate.
Segment 6:
This project would cover the final engineering and installations needed to take trains from the
Santa Fe Station down to grade, and then past the UPRR Harter Yard. This project would
include a piered structure of approximately 600 feet in length that would bridge the gap between
the elevated platforms at Santa Fe Station down to street-level, all final engineering, right-of-way
acquisition, track, signals and communications installations.
Segment 7:
This segment would cover facilities development related to the new passenger rail service
between Oklahoma City, Oklahoma and Tulsa, Oklahoma. It would include refueling and layover
facilities located near the Santa Fe Station in downtown Oklahoma City as well as the upgrade
and expansion of a park and ride facility near Edmond, Oklahoma at the intersection of I-35 and
I-44.
Segment 8:
This segment covers final engineering, right-of-way acquisition, rail, signal, and engineered
structures upgrades as well as new rail installations from just north of UPRR Harter Yard in
Oklahoma City north to the Edmond Park and Ride Facility.
This segment includes three (3) new push-pull diesel Talgo XXI trainsets composed of dual
locomotives and four (4) passenger cars each. Trainsets included to coincide with completion
date for relevant track infrastructure improvements upon which train(s) will operate.
Segment 9:
This segment covers all aspects of the new rail line adjacent to the Turner Turnpike along the I-
44 corridor as well as the rail needed at the maintenance and operations center in Stroud,
Oklahoma— final engineering, right-of-way acquisition, rail, engineered structures, signals and
crossing installations. This segment will likely be constructed in three distinct contracts, with the
center contract consisting of the double track section for passing tracks as well as maintenance
tracks near Stroud, Oklahoma.
Segment 10:
This segment covers facilities development related to the new passenger rail service between
Oklahoma City and Tulsa, Oklahoma. It includes the maintenance and dispatch centers located
in Stroud, Oklahoma as well as a park and ride facility in Sapulpa, Oklahoma at the intersection
of I-44 and the Creek Turnpike.
Segment 11:
This segment covers the installation of a new alignment on the BNSF Railway Company’s
Sooner and Madill Subdivisions to provide connection from the Turner Turnpike leg of the new
OKC-Tulsa passenger rail service to downtown Tulsa. This includes engineering services, track,
signals, engineered structures, and any necessary crossing upgrades.
Segment 12:
This segment consists of the installation of facility improvements to a multi-use transit hub in
downtown Tulsa on the BNSF Railway Company’s rail corridor to allow for development of the
new OKC-Tulsa passenger rail line. This includes architectural and engineering services,
elevators, platforms, and all ADA compliance items.
The prioritization is developed for maximum public benefit by working to complete the Heartland
Flyer upgrades (segments 1-5) reasonably early in the program along with the engineering
design and right of way acquisition for the OKC to Tulsa segments (segments 6-12). This would
give a window of operations in which a new generation of equipment can be put through its
paces at lower average initial speeds on our expanded Heartland Flyer service runs. This will
guarantee the highest levels of safety and operational efficiency prior to operation of the same
equipment at their full speed capabilities on the OKC to Tulsa line.
Revenue and Ridership Projections
The focus of this portion of the document is to provide a description of approach taken by the
Oklahoma Department of Transportation in producing the ridership and revenue projections for
the High Speed Intercity Passenger Rail service development plan. Fare box recovery is
considered a critical component of the operating budget and is anticipated to be an above
average contributor for the proposed service.
The ODOT view of the role of fare pricing is to establish a fare structure that balances the rider’s
need and desire for the service with consideration for perceived cost of personal vehicle travel;
coupled with the need to recoup a percentage of the operating and maintenance costs. This
conservative approach provides for a fare box recovery rate based upon perceived economic
benefit to the user, but does not take into account the social benefits of the reduction of traffic
on the roadways, reduced fuel consumption, reduced accident costs and various other
measures of sustainability. As this is a new transportation alternative between Oklahoma City
and Tulsa, there is an assumption that this is a price elastic marketplace in which ridership will
be sensitive to fare structure.
While ODOT recognizes that the Internal Revenue Service provides a widely known and
accepted estimated mileage cost for operation of an automobile that covers the fixed costs
(including depreciation (or lease payments), insurance, registration and license fees, and
personal property taxes), coupled with the variable costs (including gasoline and all taxes
thereon, oil, tires, and routine maintenance and repairs), Many individuals feel this cost is
inflated and do not consider it to be accurate. The primary decision making process involved in
the selection of mode alternatives will be focused on out of pocket expense for users unfamiliar
with the type of service being provided. While long term exposure will most likely significantly
lessen the elasticity of the price structure for the service, ODOT has chosen to more
conservatively calculate the fares based upon costs felt more directly by the driver. The items
for considered while establishing a desired fare box recovery rate include:
Average vehicle gas mileage
Travel Distance
Current toll charges on the adjacent Turnpike route
The value of the individual traveler’s time and alternative uses
Interconnection and development of supporting transit facilities
The range of originally proposed ticket prices varies based on the average vehicle mileage
assumptions and the projected cost per gallon of gasoline. The benchmark recovery rate was
assumed initially to be the rate at which the Heartland Flyer presently returns operating
expenses from fares, recently calculated to be 26.84% over the previous 5 year period. Given
the potential increases in ridership anticipated to result on the South Central High-Speed Rail
Corridor in Oklahoma associated with through passenger rail service, and ultimately connected
to the national network to the north, this assumption is conservative. Modeling the ridership for
the service between Tulsa and Oklahoma City has varied, thus requiring a hybrid ridership
modeling analysis.
The baseline ridership model for the service has been developed using a combination of
industry standard diversion modeling and additional zone of influence impacts more commonly
utilized for transit modeling. The decision to treat the modeling effort as a “hybrid” was based
on overall observations of travelers likely to be attracted to reduced travel time and the
increased dependence on public transportation alternatives. The inclusion of two Park-N-Ride
facilities, one located at the Tulsa suburb of Sapulpa near the Creek and Turner Turnpike
Interchange, and the other in the Oklahoma City suburb of Edmond near the I-35 and Turner
Turnpike (I-44) interchange, will facilitate the further expansion of the zone of influence of the
service. The average annual daily traffic on the adjacent turnpike is over 23,000 with
approximately 30% of those trips estimated to be work related commuter trips occurring two or
more times per week. Consequently, one of the primary market segments will be intercity
commuters willing to relinquish the convenience of their personal automobile for an additional
two hours of free time. This is similar to many of rail systems in the eastern United States
including Amtrak’s current Acela Service.
While the sustained utilization of the connecting service will benefit from potential intercity
commuters it will also provide the much needed opportunity for a long distance intercity
passenger rail connection linking the South Central High-Speed Rail Corridor System ultimately
with the Chicago Hub Network. The implementation of the OKC to Tulsa connection will serve
as an extension of the existing Heartland Flyer service between Oklahoma City and Fort Worth.
The proposed bicycle, pedestrian and transit concepts offered through Tulsa’s Long Range Plan
and the Fixed Guideway Study recently completed by the Central Oklahoma Transportation and
Parking Authority specifically focus on residential and commercial development around rail
service. These concepts have been discussed and planned for nearly a decade.
Consequently, the development of sustainable High-Speed Service in the State of Oklahoma
has been anticipated and is well situated for successful implementation.
The ridership and revenue projections for a connection to the Chicago Hub Network via Kansas
City have been included for implementation in year 10 of this service development plan. This is
done to illustrate the potential this corridor has to provide a connection to the national rail
network through Tulsa. The similarities of the existing Heartland Flyer route, in both travel time
and length, to the Tulsa to Kansas City route, provided the opportunity to determine potential
ridership and projected operating costs based on actual existing service. This was verified by a
separate feasibility study completed in 2000 by the State of Kansas. Time line diagrams
developed to verify the validity of this service development plan indicate that the service could
be provided using a single crew between Fort Worth and Kansas City.
Service Operating Plan
The South Central High Speed Rail Corridor extends from San Antonio, Texas to Tulsa,
Oklahoma. The route selected for further development in Oklahoma is the northern portion of
this corridor. It consists of additional improvements on the existing Heartland Flyer route from
the Red River to Oklahoma City, as well as development of service on new alignment from
Oklahoma City to Tulsa.
Ongoing efforts are being conducted with the BNSF to enhance operations on the Heartland
Flyer route. These include capacity and operational improvements, which are anticipated to
reduce the total travel time to less than four hours, and provide additional capacity to facilitate
up to four round trips daily between Oklahoma City and Fort Worth. Additional rail
improvements being considered in the State of Texas are anticipated to further reduce the total
travel time allowing the rail service to become highly competitive with automobile travel under
favorable conditions.
The improvements included in this application include improvements in Ardmore and Oklahoma
City to enhance operations involving the double main track infrastructure that currently exists in
each location. Additional improvements for this route include overall maintenance of track and
subgrade for various locations along the Oklahoma segment of the corridor to reduce the
potential for the imposition of slow orders restricting both passenger and freight operations. The
Oklahoma City urban area is scheduled for the extension of the double main track from the
Flynn Yard south to Norman in an effort to reduce present congestion issues on Interstate 35.
This will also provide infrastructure to support future commuter rail proposed as outlined in the
Fixed Guideway Study recently completed by the Central Oklahoma Transportation and Parking
Authority (COTPA), the entity responsible for the future development of parking and transit
issues in the City of Oklahoma City.
Additional improvement concepts were developed as part of the original Oklahoma High-Speed
Passenger Rail Study and the Oklahoma High-Speed Rail Initiative Reports. These reports
resulted in a methodical evaluation of specific components of the rail system in the South
Central region with the intention of establishing a connection to the national passenger rail
network. The original Passenger Rail Study concluded that a connection between Oklahoma’s
two largest economic centers would be necessary to facilitate sustainable passenger service
that would link with a northern through service connection to other major Midwestern
metropolitan areas
The results of those rail study efforts led to the development of the Oklahoma High-Speed Rail
Service Development Plan, the first component of which will be the addition of a second
frequency to the existing Heartland Flyer service, which is currently under discussion with the
BNSF. The additional frequency is scheduled to complete the first full year of service on 2013.
Concurrent with the improvements proposed for the existing service in southern Oklahoma, will
be the completion of the final design and NEPA requirements for the Oklahoma City to Tulsa
alignment.
The entire corridor from Texas to Tulsa, Oklahoma will be developed as a whole to ensure
sustainable service, an action determined to be necessary in previous rail studies conducted for
the region and important in meeting primary objectives identified in the HSIPR solicitation and
denoted as a primary theme for HSIPR funding requirements and deemed necessary on all of
the previous rail studies conducted for the region. The NEPA process is underway for the entire
Oklahoma City to Tulsa corridor. Upon completion of that process, final design and the right-of-way
acquisition will begin. The OKC to Tulsa segment has been identified as critical to the
development of the overall service plan, and is determined to be a top priority.
The acquisition of right-of-way in Oklahoma has proven to be less time consuming than in the
remainder of the nation. The preliminary engineering, completed in 2000 under previous State
and FRA efforts, positions the State of Oklahoma to be confident that true high-speed operation
can be implemented by the end of 2016. This will include route testing and certification of safety
systems for the express High-Speed portion of the route.
The implementation of service will require the maintenance facility and operations personnel to
be working in Oklahoma no later than the fourth quarter of 2015. String Diagrams were utilized
to develop train schedules that will minimize the number of crews necessary. Three additional
crews, with two being stationed in Tulsa and one in Oklahoma City, are anticipated to be
necessary to facilitate the implementation of 6 round trips between Oklahoma City and Tulsa.
The need for what might be considered a high number of round trips has been based on
ridership projections developed from employment information and the high frequency of intercity
trips known to occur between Oklahoma’s two largest economic centers.
The Talgo XXI is presently being proposed for the expansion of Oklahoma’s service based on
the assumption that they can provide units capable of 150 mph operations utilizing fossil fuel.
The acquisition of equipment will include a competitive bidding process for any manufacturer
capable of meeting the desired service specifications. The electrification of the route, while not
included for implementation immediately, will be included as a future option. The primary
reason for not currently including it as a start-up option is the need to maintain equipment
consistency with the Fort Worth to Oklahoma City operation. If dual powered equipment
develops in a time frame compatible to this service development plan, and meets requirements,
provisions have been included for electrification. The full implementation of this service
development plan will require one additional train set in 2012 to facilitate the additional
frequency for the Heartland Flyer Service and three additional sets in 2016 coinciding with the
implementation of service on the OKC to Tulsa route.
Time line diagrams for the entire corridor included in the support material for this plan indicate
that one of the Heartland Flyer frequencies can be provided using newly acquired equipment for
expanded service, allowing the current Bombardier equipment to continue the daily intercity
commute between Oklahoma City and Fort Worth.
The primary maintenance facility for both equipment and maintenance of way will be located
near Stroud, an economically depressed area at the midpoint of the corridor. The Cities of
Tulsa and Oklahoma City have both committed to long term development in their respective
community, revolving around High-Speed Intercity Passenger Rail development. With over a
decade of effort focused on planning for High-Speed rail service, both communities are
positioned for expanded transportation infrastructure development including provisions for
freight and commuter rail services. The synergistic effect of transportation improvements in
these two metropolitan areas and the development of the Oklahoma High Speed rail corridor will
provide significant advantages for the state and the south central region. The refueling center in
Oklahoma City will include the dispatching facility for ODOT owned rail infrastructure and will be
capable of facilitating necessary dispatch activities for commuter rail in the OKC area.
Park-N-Ride facilities have been strategically located near the ends of the Turner Turnpike in
Edmond, a northern suburb of Oklahoma City, and Sapulpa, a southern suburb of Tulsa. These
facilities could provide the initial stops for service between Oklahoma City and Tulsa in the
event that the downtown station upgrades are not complete when the line is ready for service.
They will continue to be stops for the final service in order to expand the zone of influence for
the service. The impact of the proposed Park-N-Ride facilities on the schedule is anticipated to
be negligible given the fact that they will be located in the urban sections of the alignment with
79 mph or potentially 90 mph top operating speeds.
Connections to Will Rogers and Tulsa International Airports are anticipated to develop as future
components of local commuter rail development.. Park-N-Ride facilities serving Northeastern
Oklahoma, Southwestern Missouri, Northwestern Arkansas and all of Eastern Kansas and
Western Missouri appear to be a very promising method for providing mode transfer onto the
HSR Intercity Network.
The State of Oklahoma has modeled its service plan based on the likelihood that Class One
corridors within the region will produce sustainable passenger service, between the designated
South Central High-Speed Rail corridors and the Chicago Hub Network thus linking Oklahoma
to the national passenger rail network. The model utilized is the same as that used by the
BNSF for several years to establish route travel speeds on corridors with provisions for mixed
freight and passenger service. This model has been used to evaluate various possible
combinations of connections between Tulsa and Oklahoma City, as well as connections from
Oklahoma City to both Kansas City and Denver, and from Tulsa to St. Louis or Kansas City.
Three combinations of routes were modeled for connectivity between Tulsa and Kansas City,
which is the route that shows the highest potential for a connection to the Chicago Hub Network.
String Diagram analyses have been completed to include provisions for service expansion from
Tulsa to Kansas City in 2023. These diagrams illustrate the development of infrastructure that
will provide a shorter travel time than the original Santa Fe Southwest Chief service between
Kansas City and Fort Worth.
Operations and Maintenance
The operations and maintenance figures included within the application materials have
been thoroughly analyzed to the level of detail possible at this stage of the program.
ODOT has all of the financial statements pertaining to our AMTRAK service operation
(Heartland Flyer) and would be happy to share these upon request. As many aspects
related to Talgo equipment are by custom order, and additional speed certifications and
funding commitments are pending before commitment to finite parameters, the
equipment estimate is as close as it can be previous to contract negotiations with Talgo.
Provisions have been made for rail-specific job creation, and these numbers are
depicted in both the application materials as well as the documents below.
Definition Line Item Cost Category Total Unit Cost Source Notes
$21,028,597
Maintenance work on track assets along the right‐of‐way, including the roadbed, rails, cross‐ties, ballast, and grade
crossings. 136 Track Miles $61,127 /Track Mile $8,313,221 NJT ARC Model, 2004 Escalated $44,870 maintainer labor, $4,379 supervisor labor, $6,266 materials (2008)
Maintenance work on Communications & Signal assets, including telegraph, telephone, radio systems; train signal
and interlocking systems; and buildings, right‐of‐way, or other facilities supporting and housing these assets and
systems. 136 Track Miles $46,671 /Track Mile $6,347,261 NJT ARC Model, 2004 Escalated $31,708 signal maintainer labor, $1,565 supervisor labor, $2,568 signal materials, $6,459 comm maintainer labor, $851 comm materials (2008)
Operation of electric propulsion systems and maintenance work on electric transmission assets, including catenary
and support apparatuses; transmission systems; power substations; and building and structures housing these
systems. 0 Catenary Miles /Catenary Mile $0
Maintenancework on physical assets, including tunnels, bridges, culverts, overhead highway bridges, signs, and
ancillary buildings. 92 Bridge/tunnel $29,246 /Bridge/tunnel $2,690,675 NJT Lackawanna Model, 2006$
General support for front‐line MoW activities (Track, Communications & Signal, Electric Traction and Buildings &
Bridges), including management and supervision; training; material control and procurement; support for capital
projects; and other general su 136 Track Miles $27,040 /Track Mile $3,677,440
$11,355,730
Cleaning, inspection, and minor repairs of rolling stock both prior to departure and en‐route. 6 Train Set $55,515 Train Set $333,092 NJT ARC Model, 2004 Escalated $46,944 labor, $4383 materials
Maintenance of train locomotives, including both preventive/scheduled maintenance and as‐needed maintenance
due to locomotive failures, bad orders, freeze damage, wrecks, and so on. Does not include major repairs and
overhauls or other capital work. 11 Diesel Locomotives $356,604 / Diesel Locomotive $3,922,639 NJT ARC Model, 2004 Escalated
Maintenance of train cars, including passenger coaches, dining cars, sleeping cars, and baggage cars. Includes both
preventive/scheduled maintenance and as‐needed maintenance due to car failures, bad orders, freeze damage,
wrecks, and so on. Does not in 6 Train Sets $1,000,000 Train Set $6,000,000 NJT ARC Model, 2004 Escalated
Repairs to rolling stock, components or equipments performed in major overhaul facilities or backshops that are not
capitalizable. 0 Vehicles $8,057 /Vehicle $0 NJT ARC Model, 2004 Escalated
$2,834Vehicle Wheel & Axle Shop Labor and $4,615 Materials
General support for front‐line MoE activities, including managerial, administrative, material control, and other
activities in support of turnaround servicing, rolling stock maintenance and repair, and component work. $1,100,000 Lump Sum $1,100,000
$13,668,874
Services provided to customers onboard trains, including food and beverage, entertainment, sleeping car services,
and so on. Included are direct and indirect labor charges of OBS employees providing services onboard trains;
commissary management and sup 4,380 Annual Train Trips $500 /Train Trip $2,190,000 Estimate
Direct labor and indirect labor‐related costs of enginemen (train engineers who operate locomotives) and trainmen (
conductors in overall control of trains) as well as general support for and management of T&E employees and crew
bases. 7 Crews $909,582 /Crew $6,367,076 NJT ARC Model, 2004 Escalated $96 per crew member hour, 3 members per crew 4 crews 8 hours shifts 365 days per year
Activities required to support the movement of train equipment in preparation for revenue service, including moving
trains between the yard and station, train makeup and breakup, moving equipment to and from mechanical facilities
and managerial costs rel 2 Yard Crews $421,143 / Yard Crew $842,286
Diesel fuel costs for trains used in passenger service. Includes fuel costs only. 595,680 Annual Train Mile $6 / Car Mile $3,574,080 2 gallons per train mile $3.00 per gallon (US Energy Information Administratoin, Gulf Coast Area Quote, 9/21/09)
Electric power costs for trains used in passenger service. Includes power costs only. $0
Activities associated with moving passengers from endpoint to endpoint, including train dispatching, signal or
interlocking operations, and the operations of any control or operations center(s). 2 Dispatchers $97,716 /Dispatcher $195,432 NJT ARC Model, 2004 Escalated
Costs for services provided by other railroads, including infrastructure access, leasing of equipmentp, urchased fuel,
equipment maintenance or repairs, dispatching and signal services, and station costs. N/A Lump Sum N/A
Support and management of front‐line train operations activities, including the costs of general and assistant
superintendants, railroad foremen and assistant foremen, and other transportation operations‐related activities. $500,000 Lump Sum $500,000
$1,381,596
Field sales and sales administration, travel agent services, and commercial account services, including expenditures
for travel agency commissions, credit card commissions, and airline system access fees. 1% Subtotal 1‐3 $460,532 Estimate
Reservation services to both the general public other distribution channels, such as travel agencies, including the
costs of call centers and information systems required to support reservation services. 1% Subtotal 1‐3 $460,532 Estimate
Marketing and sales support activities, including market research, customer relations, advertising, production of
timetables, and sales promotions. 1% Subtotal 1‐3 $460,532 Estimate
$1,497,472
Station service activities, including ticketing, cleaning and maintenance, lounge operation, red cap and porter
services, baggage services, stationmaster and usher activities, snow and ice removal, and training and supervision of
staff. 4 Stations $374,368 /Station $1,497,472 NJT ARC Model, 2004 Escalated plus $200K for additonal services
$1,460,532
Traditional police patrolling activities and surveillance, intelligence, and counterterrorism efforts in support of train
service, facilities, and right‐of‐way. 1 System Wide $ 1,000,000.00 System Wide $1,000,000 Estimate
Activities to ensure and oversee environmental, health, and safety of employees and customers, including
environmental and safety compliance. 1% Subtotal 1‐3 $460,532 Estimate
$12,598,200
Managerial and administrative activities that are enterprise‐wide in scope and support all operations of the project o
enterprise. 15% Subtotal 1‐6 $7,558,920
Services that are enterprise‐wide in scope, including IT, payroll operations, human resources, accounting,
procurement, and so on. 10% Subtotal 1‐6 $5,039,280
Note: Does not include charges for return on, or return of, capital.
$62,991,002
Unit of Service (Annual) Unit Cost (2010 dollars)
Operating and Maintenance Information
(Standard O&M Cost Categories for Reference)
Category/Subcategory
100 Maintenance of Way (MoW)
101 MoW Track
304 Fuel
305 Power ‐ Electric Traction
202 Loco Maintenance
203 Car Maintenance
300 Transportation
301 Onboard Services (OBS)
302 Trainmen & Enginemen (T&E)
303 Yard
401 Sales
402 Information & Reservations
102 MoW Communications & Signal
103 MoW Electric Traction
104 MoW Bridges & Buildings
105 MoW Support
200 Maintenance of Equipment (MoE)
201 MoE Turnaround
204 Major Repairs ‐ Expensed
205 MoE Support
306 Train Movement
307 Train Movement‐Railroad Services
308 Transportation Support
400 Sales and Marketing
403 Marketing
500 Stations
702 Centralized Services
Total Operating and Maintenance Costs
– for Purposes of HSIPR Program Application
601 Police and Security
602 Environmental & Safety
700 General and Administrative
701 Corporate Administration
501 Stations
600 Police, Security & Environmental Safety
FRA F 6180.134

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Oklahoma Portion of the South Central HSR Corridor
Service Development Plan (SDP)
Purpose and Need
Previous studies completed by the State of Oklahoma resulted in the development of the
currently proposed service development plan. Numerous possibilities for a northern connection
that would facilitate sustainable rail service for the State of Oklahoma were investigated in great
detail including the evaluation of connection options beyond State boundaries. The results of
those studies indicate that a rail connection between Oklahoma’s two largest economic centers
will absolutely be required to establish a sustainable service producing the public benefit
necessary to justify expanded rail service in the State of Oklahoma. Another obvious result is
the need for the implementation of service between Oklahoma City and Tulsa competitive with
current automobile travel time via the Turner Turnpike. These findings prompted the
development of the Oklahoma High-Speed Rail Initiative, the primary objective of which is to
establish true high-speed service between Oklahoma City and Tulsa. Further findings indicate
that any connection of the South Central High Speed corridor to the remainder of the national
rail network resulting in competitive travel time will require the development of true high-speed
service on at least some portion of the corridor. The optimum location for the development of
High-Speed service in Oklahoma is undoubtedly the segment between OKC and Tulsa with the
potential for daily use by the estimated 6000 intercity daily commutes between those
metropolitan areas providing the ridership necessary to support high-speed service. High-speed
service has been identified as ultimately necessary to facilitate the sustainable
development of a connection between the South Central HSR Corridor and the Chicago Hub
Network. The feasibility of this connection only warrants further consideration if something other
than incremental development on existing rail routes can be identified to induce travel time
reductions necessary to offset the inherent travel time challenges for the remaining components
of a national network connection in the Midwest. The findings indicate that the acquisition of
right-of-way will be the critical challenge associated with High-Speed rail development as it has
been in other parts of the world. The Oklahoma High-Speed Initiative has a unique opportunity
to develop High Speed operations on a disturbed transportation corridor adjacent to an
Interstate route on which access and development along the route has been restricted well
beyond that of a any controlled access facility in the nation because it has been a toll facility
since the completion of its construction.
The anticipated ease of acquiring the right-of-way and the pro-infrastructure history of
transportation projects in the State of Oklahoma, position the Oklahoma High-Speed Rail
Initiative to be a corridor that can produce High-Speed Express service within a six year period.
The proposed service connects existing conventional rail service between Oklahoma City and
Fort Worth that has the potential to be competitive with automobile travel times within the next
three years and a proposed northern connection to Kansas City capable of competitive travel
times via the incremental development of service on existing rail corridors the majority of which
have low or moderate levels of rail congestion. The connection of service between Texas and
the remainder of the national network to the north has historically been plagued with undesirable
connections that can be relieved with the development of the proposed service associated with
the Oklahoma Rail Initiative. The string diagrams developed for the proposed service
development plan indicate that an additional frequency of the Heartland Flyer Service proposed
and investigated by ODOT and the BNSF could be supported by the implementation of High-
Speed service between Oklahoma City and Tulsa resulting in a long term effort that would result
in desirable connection and travel times for service to Kansas City. A departure from Kansas
City at noon would facilitate a connection to a second frequency of the Heartland Flyer that
would allow travel during reasonable hours of the day between Kansas City and Fort Worth.
The proposed operations would provide service to population centers in eastern Kansas,
southwest Missouri, northeastern Oklahoma, and Tulsa as well as provide expanded service to
the stations along the current Heartland Flyer route. Both the Tulsa long range plan and the
Oklahoma City metropolitan fixed guide way study include provisions for connectivity to the
proposed intercity high-speed as well as transit development plans that would not only support
the high-speed service but also benefit from associated infrastructure improvements.
The proposed service was identified through the completion of two reports conducted by the
State of Oklahoma and supported by findings in studies completed by Amtrak and the State of
Kansas. The findings of the initial ODOT Passenger Rail Feasibility Report indicated that
expanded passenger rail services would benefit both residents of Oklahoma and passengers
traveling on the national passenger rail system. Short-term initiation of passenger rail service
and longer-term service expansion and rail capital investments in the State of Oklahoma would
be necessary to connect the State passenger rail system with the national passenger rail
network with a sustainable system providing additional mobility, potential for economic growth,
and long-term air quality benefits to the citizens of Oklahoma.
A significant accomplishment of the original Passenger Rail Feasibility Study was the
completion of a successful application for designation by the Federal Railroad Administration
(FRA) and the Department of Transportation (DOT) as a High Speed Rail Corridor from Ft.
Worth to Tulsa. This designation increased the potential for the availability of Federal funding to
further develop and enhance rail service to Oklahoma City and Tulsa. Establishing and
developing rail service between Tulsa and Oklahoma City would foster the development of an
additional connection to the national passenger rail system east of Oklahoma. Kansas City,
Missouri appears to be the most feasible connection to Tulsa and could potentially be
implemented on existing railroad routes with only standard improvements for conventional
service that could ultimately become competitive with automobile travel times. The success of
any eastern connection by rail from Tulsa was determined to be highly dependent on the
development of an acceptable travel time and connection between Oklahoma City and Tulsa.
The Oklahoma City to Tulsa segment has been identified as an extremely important component
of sustainable High-Speed passenger rail service for the South Central High Speed Rail
Corridor because of the potential for through service to Kansas City or St. Louis. A connection
to either of those destinations would facilitate a link between the South Central High-Speed
corridors and the Chicago Hub Network (formerly referred to as the Midwest Regional Rail
System). The establishment of competitive rail service between Oklahoma City and Tulsa has
been determined to be critical for the development of High Speed Passenger and Passenger
Rail service in the State of Oklahoma as well as the surrounding region. One significant
challenge for the development of the Oklahoma City to Tulsa corridor is to develop a service
that would be competitive with existing automobile travel times on the Turner Turnpike.
Operations that compete with existing travel time via automobile on the segment between
Oklahoma City and Tulsa will require speeds in excess of 90 MPH.
Capital Prioritization Plan
While the corridor application has been developed as a single program where maximum public
benefit is not reached without full program implementation, for purposes of both project
management and capital prioritization, the entire corridor is broken into twelve project segments
to allow for more manageable project oversight. These segments comprise the corridor from
the Texas/Oklahoma border to downtown Tulsa.
The segments below correspond to project spreadsheets submitted with the full application, and
they are only meant as brief overviews of each segment . They are not meant to be exhaustive
lists. For full details of each segment, please see the project spreadsheets.
Segment 1:
This Segment will improve the Centralized Traffic Control (CTC) signaling system in conjunction
with the switch replacement project in Ardmore, OK. This signaling improvement will promote
increase trains speed in, to and through Ardmore, OK on both Main 1 and Main 2. The scope of
work includes installation of new signaling equipment at the Main 1 to Main 2 Connection
including new signal componentry, signals and communications equipment.
Current speed restricted on Main 2 to 25 MPH and this project would raise the speed to 60mph.
Additionally, this project will support 45 mph southbound moves on Main 1. This project will
enhance community quality of life by increasing train velocity through area and decreasing
crossing wait times. This project increases the reliability and consistency of freight service and
decreases maintenance cost.
Segment 2:
Red Rock Subdivision maintenance to include rail relay, tie replacement and
undercutting/surfacing to promote slow order reduction, decreasing passenger train delay and
increasing on-time performance.
BNSF's current level of maintenance supports a targeted level of service for both freight and
passenger operations. That targeted level includes an expected amount of track that has had a
slow order placed on it. Slow order locations identify track that is in need of some maintenance
and limits train speed over that track until the work occurs and the speed increased. As slow
orders increase, train speeds decrease which means a train's ability to make its schedule
decreases as well. Conversely, reducing the number of slow orders will increase a train's ability
to arrive on-time.
Segment 3:
Builds a second mainline railroad track along the Red Rock Subdivision between Oklahoma
City, Oklahoma and Norman, Oklahoma and covers all track, elevated structures, crossing
upgrades, and communications upgrades.
The addition of a second mainline will greatly enhance both freight and passenger operations by
allowing for faster travel times, better on-time performance, and allowing for expected increases
in both freight and passenger rail volumes without creating further slow orders or delays.
Segment 4:
Re-establish south connection at the Amtrak Depot in Oklahoma City, OK by installing a new
main line switch and constructing 400' of new track.
Currently the only track access is from the north and requires a back-up move to arrive or
depart a train at Oklahoma City. The limited access also means the train occupies Main 1 for
passenger loading and unloading which means no freight trains can utilize that track. Also, the
switch providing access to the main is protected by an electric lock. Operation of the electric
lock includes a waiting period during which track protection is validated before the switch can be
manually thrown. This project will enhance community quality of life by further separating freight
and passenger operations. This project increases the reliability and consistency of freight
service by establishing a dedicated track for passenger operations and allowing freight traffic to
utilize Main 1 without restriction.
Segment 5:
This project would upgrade the existing Santa Fe Station to allow for expanded operations
needed to handle additional passenger railroad service between Oklahoma City, Oklahoma and
Tulsa, Oklahoma. It would cover all architectural work and adding a new platform, elevators and
walkways, and covering any accessibility issues related to ADA compliance.
This segment will allow the existing Heartland Flyer and the new passenger rail line between
OKC and Tulsa could operate simultaneously without causing delays or back-ups.
This segment includes one (1) new push-pull diesel Talgo XXI trainset composed of dual
locomotives and four (4) passenger cars. Trainsets included to coincide with completion date
for relevant track infrastructure improvements upon which train(s) will operate.
Segment 6:
This project would cover the final engineering and installations needed to take trains from the
Santa Fe Station down to grade, and then past the UPRR Harter Yard. This project would
include a piered structure of approximately 600 feet in length that would bridge the gap between
the elevated platforms at Santa Fe Station down to street-level, all final engineering, right-of-way
acquisition, track, signals and communications installations.
Segment 7:
This segment would cover facilities development related to the new passenger rail service
between Oklahoma City, Oklahoma and Tulsa, Oklahoma. It would include refueling and layover
facilities located near the Santa Fe Station in downtown Oklahoma City as well as the upgrade
and expansion of a park and ride facility near Edmond, Oklahoma at the intersection of I-35 and
I-44.
Segment 8:
This segment covers final engineering, right-of-way acquisition, rail, signal, and engineered
structures upgrades as well as new rail installations from just north of UPRR Harter Yard in
Oklahoma City north to the Edmond Park and Ride Facility.
This segment includes three (3) new push-pull diesel Talgo XXI trainsets composed of dual
locomotives and four (4) passenger cars each. Trainsets included to coincide with completion
date for relevant track infrastructure improvements upon which train(s) will operate.
Segment 9:
This segment covers all aspects of the new rail line adjacent to the Turner Turnpike along the I-
44 corridor as well as the rail needed at the maintenance and operations center in Stroud,
Oklahoma— final engineering, right-of-way acquisition, rail, engineered structures, signals and
crossing installations. This segment will likely be constructed in three distinct contracts, with the
center contract consisting of the double track section for passing tracks as well as maintenance
tracks near Stroud, Oklahoma.
Segment 10:
This segment covers facilities development related to the new passenger rail service between
Oklahoma City and Tulsa, Oklahoma. It includes the maintenance and dispatch centers located
in Stroud, Oklahoma as well as a park and ride facility in Sapulpa, Oklahoma at the intersection
of I-44 and the Creek Turnpike.
Segment 11:
This segment covers the installation of a new alignment on the BNSF Railway Company’s
Sooner and Madill Subdivisions to provide connection from the Turner Turnpike leg of the new
OKC-Tulsa passenger rail service to downtown Tulsa. This includes engineering services, track,
signals, engineered structures, and any necessary crossing upgrades.
Segment 12:
This segment consists of the installation of facility improvements to a multi-use transit hub in
downtown Tulsa on the BNSF Railway Company’s rail corridor to allow for development of the
new OKC-Tulsa passenger rail line. This includes architectural and engineering services,
elevators, platforms, and all ADA compliance items.
The prioritization is developed for maximum public benefit by working to complete the Heartland
Flyer upgrades (segments 1-5) reasonably early in the program along with the engineering
design and right of way acquisition for the OKC to Tulsa segments (segments 6-12). This would
give a window of operations in which a new generation of equipment can be put through its
paces at lower average initial speeds on our expanded Heartland Flyer service runs. This will
guarantee the highest levels of safety and operational efficiency prior to operation of the same
equipment at their full speed capabilities on the OKC to Tulsa line.
Revenue and Ridership Projections
The focus of this portion of the document is to provide a description of approach taken by the
Oklahoma Department of Transportation in producing the ridership and revenue projections for
the High Speed Intercity Passenger Rail service development plan. Fare box recovery is
considered a critical component of the operating budget and is anticipated to be an above
average contributor for the proposed service.
The ODOT view of the role of fare pricing is to establish a fare structure that balances the rider’s
need and desire for the service with consideration for perceived cost of personal vehicle travel;
coupled with the need to recoup a percentage of the operating and maintenance costs. This
conservative approach provides for a fare box recovery rate based upon perceived economic
benefit to the user, but does not take into account the social benefits of the reduction of traffic
on the roadways, reduced fuel consumption, reduced accident costs and various other
measures of sustainability. As this is a new transportation alternative between Oklahoma City
and Tulsa, there is an assumption that this is a price elastic marketplace in which ridership will
be sensitive to fare structure.
While ODOT recognizes that the Internal Revenue Service provides a widely known and
accepted estimated mileage cost for operation of an automobile that covers the fixed costs
(including depreciation (or lease payments), insurance, registration and license fees, and
personal property taxes), coupled with the variable costs (including gasoline and all taxes
thereon, oil, tires, and routine maintenance and repairs), Many individuals feel this cost is
inflated and do not consider it to be accurate. The primary decision making process involved in
the selection of mode alternatives will be focused on out of pocket expense for users unfamiliar
with the type of service being provided. While long term exposure will most likely significantly
lessen the elasticity of the price structure for the service, ODOT has chosen to more
conservatively calculate the fares based upon costs felt more directly by the driver. The items
for considered while establishing a desired fare box recovery rate include:
Average vehicle gas mileage
Travel Distance
Current toll charges on the adjacent Turnpike route
The value of the individual traveler’s time and alternative uses
Interconnection and development of supporting transit facilities
The range of originally proposed ticket prices varies based on the average vehicle mileage
assumptions and the projected cost per gallon of gasoline. The benchmark recovery rate was
assumed initially to be the rate at which the Heartland Flyer presently returns operating
expenses from fares, recently calculated to be 26.84% over the previous 5 year period. Given
the potential increases in ridership anticipated to result on the South Central High-Speed Rail
Corridor in Oklahoma associated with through passenger rail service, and ultimately connected
to the national network to the north, this assumption is conservative. Modeling the ridership for
the service between Tulsa and Oklahoma City has varied, thus requiring a hybrid ridership
modeling analysis.
The baseline ridership model for the service has been developed using a combination of
industry standard diversion modeling and additional zone of influence impacts more commonly
utilized for transit modeling. The decision to treat the modeling effort as a “hybrid” was based
on overall observations of travelers likely to be attracted to reduced travel time and the
increased dependence on public transportation alternatives. The inclusion of two Park-N-Ride
facilities, one located at the Tulsa suburb of Sapulpa near the Creek and Turner Turnpike
Interchange, and the other in the Oklahoma City suburb of Edmond near the I-35 and Turner
Turnpike (I-44) interchange, will facilitate the further expansion of the zone of influence of the
service. The average annual daily traffic on the adjacent turnpike is over 23,000 with
approximately 30% of those trips estimated to be work related commuter trips occurring two or
more times per week. Consequently, one of the primary market segments will be intercity
commuters willing to relinquish the convenience of their personal automobile for an additional
two hours of free time. This is similar to many of rail systems in the eastern United States
including Amtrak’s current Acela Service.
While the sustained utilization of the connecting service will benefit from potential intercity
commuters it will also provide the much needed opportunity for a long distance intercity
passenger rail connection linking the South Central High-Speed Rail Corridor System ultimately
with the Chicago Hub Network. The implementation of the OKC to Tulsa connection will serve
as an extension of the existing Heartland Flyer service between Oklahoma City and Fort Worth.
The proposed bicycle, pedestrian and transit concepts offered through Tulsa’s Long Range Plan
and the Fixed Guideway Study recently completed by the Central Oklahoma Transportation and
Parking Authority specifically focus on residential and commercial development around rail
service. These concepts have been discussed and planned for nearly a decade.
Consequently, the development of sustainable High-Speed Service in the State of Oklahoma
has been anticipated and is well situated for successful implementation.
The ridership and revenue projections for a connection to the Chicago Hub Network via Kansas
City have been included for implementation in year 10 of this service development plan. This is
done to illustrate the potential this corridor has to provide a connection to the national rail
network through Tulsa. The similarities of the existing Heartland Flyer route, in both travel time
and length, to the Tulsa to Kansas City route, provided the opportunity to determine potential
ridership and projected operating costs based on actual existing service. This was verified by a
separate feasibility study completed in 2000 by the State of Kansas. Time line diagrams
developed to verify the validity of this service development plan indicate that the service could
be provided using a single crew between Fort Worth and Kansas City.
Service Operating Plan
The South Central High Speed Rail Corridor extends from San Antonio, Texas to Tulsa,
Oklahoma. The route selected for further development in Oklahoma is the northern portion of
this corridor. It consists of additional improvements on the existing Heartland Flyer route from
the Red River to Oklahoma City, as well as development of service on new alignment from
Oklahoma City to Tulsa.
Ongoing efforts are being conducted with the BNSF to enhance operations on the Heartland
Flyer route. These include capacity and operational improvements, which are anticipated to
reduce the total travel time to less than four hours, and provide additional capacity to facilitate
up to four round trips daily between Oklahoma City and Fort Worth. Additional rail
improvements being considered in the State of Texas are anticipated to further reduce the total
travel time allowing the rail service to become highly competitive with automobile travel under
favorable conditions.
The improvements included in this application include improvements in Ardmore and Oklahoma
City to enhance operations involving the double main track infrastructure that currently exists in
each location. Additional improvements for this route include overall maintenance of track and
subgrade for various locations along the Oklahoma segment of the corridor to reduce the
potential for the imposition of slow orders restricting both passenger and freight operations. The
Oklahoma City urban area is scheduled for the extension of the double main track from the
Flynn Yard south to Norman in an effort to reduce present congestion issues on Interstate 35.
This will also provide infrastructure to support future commuter rail proposed as outlined in the
Fixed Guideway Study recently completed by the Central Oklahoma Transportation and Parking
Authority (COTPA), the entity responsible for the future development of parking and transit
issues in the City of Oklahoma City.
Additional improvement concepts were developed as part of the original Oklahoma High-Speed
Passenger Rail Study and the Oklahoma High-Speed Rail Initiative Reports. These reports
resulted in a methodical evaluation of specific components of the rail system in the South
Central region with the intention of establishing a connection to the national passenger rail
network. The original Passenger Rail Study concluded that a connection between Oklahoma’s
two largest economic centers would be necessary to facilitate sustainable passenger service
that would link with a northern through service connection to other major Midwestern
metropolitan areas
The results of those rail study efforts led to the development of the Oklahoma High-Speed Rail
Service Development Plan, the first component of which will be the addition of a second
frequency to the existing Heartland Flyer service, which is currently under discussion with the
BNSF. The additional frequency is scheduled to complete the first full year of service on 2013.
Concurrent with the improvements proposed for the existing service in southern Oklahoma, will
be the completion of the final design and NEPA requirements for the Oklahoma City to Tulsa
alignment.
The entire corridor from Texas to Tulsa, Oklahoma will be developed as a whole to ensure
sustainable service, an action determined to be necessary in previous rail studies conducted for
the region and important in meeting primary objectives identified in the HSIPR solicitation and
denoted as a primary theme for HSIPR funding requirements and deemed necessary on all of
the previous rail studies conducted for the region. The NEPA process is underway for the entire
Oklahoma City to Tulsa corridor. Upon completion of that process, final design and the right-of-way
acquisition will begin. The OKC to Tulsa segment has been identified as critical to the
development of the overall service plan, and is determined to be a top priority.
The acquisition of right-of-way in Oklahoma has proven to be less time consuming than in the
remainder of the nation. The preliminary engineering, completed in 2000 under previous State
and FRA efforts, positions the State of Oklahoma to be confident that true high-speed operation
can be implemented by the end of 2016. This will include route testing and certification of safety
systems for the express High-Speed portion of the route.
The implementation of service will require the maintenance facility and operations personnel to
be working in Oklahoma no later than the fourth quarter of 2015. String Diagrams were utilized
to develop train schedules that will minimize the number of crews necessary. Three additional
crews, with two being stationed in Tulsa and one in Oklahoma City, are anticipated to be
necessary to facilitate the implementation of 6 round trips between Oklahoma City and Tulsa.
The need for what might be considered a high number of round trips has been based on
ridership projections developed from employment information and the high frequency of intercity
trips known to occur between Oklahoma’s two largest economic centers.
The Talgo XXI is presently being proposed for the expansion of Oklahoma’s service based on
the assumption that they can provide units capable of 150 mph operations utilizing fossil fuel.
The acquisition of equipment will include a competitive bidding process for any manufacturer
capable of meeting the desired service specifications. The electrification of the route, while not
included for implementation immediately, will be included as a future option. The primary
reason for not currently including it as a start-up option is the need to maintain equipment
consistency with the Fort Worth to Oklahoma City operation. If dual powered equipment
develops in a time frame compatible to this service development plan, and meets requirements,
provisions have been included for electrification. The full implementation of this service
development plan will require one additional train set in 2012 to facilitate the additional
frequency for the Heartland Flyer Service and three additional sets in 2016 coinciding with the
implementation of service on the OKC to Tulsa route.
Time line diagrams for the entire corridor included in the support material for this plan indicate
that one of the Heartland Flyer frequencies can be provided using newly acquired equipment for
expanded service, allowing the current Bombardier equipment to continue the daily intercity
commute between Oklahoma City and Fort Worth.
The primary maintenance facility for both equipment and maintenance of way will be located
near Stroud, an economically depressed area at the midpoint of the corridor. The Cities of
Tulsa and Oklahoma City have both committed to long term development in their respective
community, revolving around High-Speed Intercity Passenger Rail development. With over a
decade of effort focused on planning for High-Speed rail service, both communities are
positioned for expanded transportation infrastructure development including provisions for
freight and commuter rail services. The synergistic effect of transportation improvements in
these two metropolitan areas and the development of the Oklahoma High Speed rail corridor will
provide significant advantages for the state and the south central region. The refueling center in
Oklahoma City will include the dispatching facility for ODOT owned rail infrastructure and will be
capable of facilitating necessary dispatch activities for commuter rail in the OKC area.
Park-N-Ride facilities have been strategically located near the ends of the Turner Turnpike in
Edmond, a northern suburb of Oklahoma City, and Sapulpa, a southern suburb of Tulsa. These
facilities could provide the initial stops for service between Oklahoma City and Tulsa in the
event that the downtown station upgrades are not complete when the line is ready for service.
They will continue to be stops for the final service in order to expand the zone of influence for
the service. The impact of the proposed Park-N-Ride facilities on the schedule is anticipated to
be negligible given the fact that they will be located in the urban sections of the alignment with
79 mph or potentially 90 mph top operating speeds.
Connections to Will Rogers and Tulsa International Airports are anticipated to develop as future
components of local commuter rail development.. Park-N-Ride facilities serving Northeastern
Oklahoma, Southwestern Missouri, Northwestern Arkansas and all of Eastern Kansas and
Western Missouri appear to be a very promising method for providing mode transfer onto the
HSR Intercity Network.
The State of Oklahoma has modeled its service plan based on the likelihood that Class One
corridors within the region will produce sustainable passenger service, between the designated
South Central High-Speed Rail corridors and the Chicago Hub Network thus linking Oklahoma
to the national passenger rail network. The model utilized is the same as that used by the
BNSF for several years to establish route travel speeds on corridors with provisions for mixed
freight and passenger service. This model has been used to evaluate various possible
combinations of connections between Tulsa and Oklahoma City, as well as connections from
Oklahoma City to both Kansas City and Denver, and from Tulsa to St. Louis or Kansas City.
Three combinations of routes were modeled for connectivity between Tulsa and Kansas City,
which is the route that shows the highest potential for a connection to the Chicago Hub Network.
String Diagram analyses have been completed to include provisions for service expansion from
Tulsa to Kansas City in 2023. These diagrams illustrate the development of infrastructure that
will provide a shorter travel time than the original Santa Fe Southwest Chief service between
Kansas City and Fort Worth.
Operations and Maintenance
The operations and maintenance figures included within the application materials have
been thoroughly analyzed to the level of detail possible at this stage of the program.
ODOT has all of the financial statements pertaining to our AMTRAK service operation
(Heartland Flyer) and would be happy to share these upon request. As many aspects
related to Talgo equipment are by custom order, and additional speed certifications and
funding commitments are pending before commitment to finite parameters, the
equipment estimate is as close as it can be previous to contract negotiations with Talgo.
Provisions have been made for rail-specific job creation, and these numbers are
depicted in both the application materials as well as the documents below.
Definition Line Item Cost Category Total Unit Cost Source Notes
$21,028,597
Maintenance work on track assets along the right‐of‐way, including the roadbed, rails, cross‐ties, ballast, and grade
crossings. 136 Track Miles $61,127 /Track Mile $8,313,221 NJT ARC Model, 2004 Escalated $44,870 maintainer labor, $4,379 supervisor labor, $6,266 materials (2008)
Maintenance work on Communications & Signal assets, including telegraph, telephone, radio systems; train signal
and interlocking systems; and buildings, right‐of‐way, or other facilities supporting and housing these assets and
systems. 136 Track Miles $46,671 /Track Mile $6,347,261 NJT ARC Model, 2004 Escalated $31,708 signal maintainer labor, $1,565 supervisor labor, $2,568 signal materials, $6,459 comm maintainer labor, $851 comm materials (2008)
Operation of electric propulsion systems and maintenance work on electric transmission assets, including catenary
and support apparatuses; transmission systems; power substations; and building and structures housing these
systems. 0 Catenary Miles /Catenary Mile $0
Maintenancework on physical assets, including tunnels, bridges, culverts, overhead highway bridges, signs, and
ancillary buildings. 92 Bridge/tunnel $29,246 /Bridge/tunnel $2,690,675 NJT Lackawanna Model, 2006$
General support for front‐line MoW activities (Track, Communications & Signal, Electric Traction and Buildings &
Bridges), including management and supervision; training; material control and procurement; support for capital
projects; and other general su 136 Track Miles $27,040 /Track Mile $3,677,440
$11,355,730
Cleaning, inspection, and minor repairs of rolling stock both prior to departure and en‐route. 6 Train Set $55,515 Train Set $333,092 NJT ARC Model, 2004 Escalated $46,944 labor, $4383 materials
Maintenance of train locomotives, including both preventive/scheduled maintenance and as‐needed maintenance
due to locomotive failures, bad orders, freeze damage, wrecks, and so on. Does not include major repairs and
overhauls or other capital work. 11 Diesel Locomotives $356,604 / Diesel Locomotive $3,922,639 NJT ARC Model, 2004 Escalated
Maintenance of train cars, including passenger coaches, dining cars, sleeping cars, and baggage cars. Includes both
preventive/scheduled maintenance and as‐needed maintenance due to car failures, bad orders, freeze damage,
wrecks, and so on. Does not in 6 Train Sets $1,000,000 Train Set $6,000,000 NJT ARC Model, 2004 Escalated
Repairs to rolling stock, components or equipments performed in major overhaul facilities or backshops that are not
capitalizable. 0 Vehicles $8,057 /Vehicle $0 NJT ARC Model, 2004 Escalated
$2,834Vehicle Wheel & Axle Shop Labor and $4,615 Materials
General support for front‐line MoE activities, including managerial, administrative, material control, and other
activities in support of turnaround servicing, rolling stock maintenance and repair, and component work. $1,100,000 Lump Sum $1,100,000
$13,668,874
Services provided to customers onboard trains, including food and beverage, entertainment, sleeping car services,
and so on. Included are direct and indirect labor charges of OBS employees providing services onboard trains;
commissary management and sup 4,380 Annual Train Trips $500 /Train Trip $2,190,000 Estimate
Direct labor and indirect labor‐related costs of enginemen (train engineers who operate locomotives) and trainmen (
conductors in overall control of trains) as well as general support for and management of T&E employees and crew
bases. 7 Crews $909,582 /Crew $6,367,076 NJT ARC Model, 2004 Escalated $96 per crew member hour, 3 members per crew 4 crews 8 hours shifts 365 days per year
Activities required to support the movement of train equipment in preparation for revenue service, including moving
trains between the yard and station, train makeup and breakup, moving equipment to and from mechanical facilities
and managerial costs rel 2 Yard Crews $421,143 / Yard Crew $842,286
Diesel fuel costs for trains used in passenger service. Includes fuel costs only. 595,680 Annual Train Mile $6 / Car Mile $3,574,080 2 gallons per train mile $3.00 per gallon (US Energy Information Administratoin, Gulf Coast Area Quote, 9/21/09)
Electric power costs for trains used in passenger service. Includes power costs only. $0
Activities associated with moving passengers from endpoint to endpoint, including train dispatching, signal or
interlocking operations, and the operations of any control or operations center(s). 2 Dispatchers $97,716 /Dispatcher $195,432 NJT ARC Model, 2004 Escalated
Costs for services provided by other railroads, including infrastructure access, leasing of equipmentp, urchased fuel,
equipment maintenance or repairs, dispatching and signal services, and station costs. N/A Lump Sum N/A
Support and management of front‐line train operations activities, including the costs of general and assistant
superintendants, railroad foremen and assistant foremen, and other transportation operations‐related activities. $500,000 Lump Sum $500,000
$1,381,596
Field sales and sales administration, travel agent services, and commercial account services, including expenditures
for travel agency commissions, credit card commissions, and airline system access fees. 1% Subtotal 1‐3 $460,532 Estimate
Reservation services to both the general public other distribution channels, such as travel agencies, including the
costs of call centers and information systems required to support reservation services. 1% Subtotal 1‐3 $460,532 Estimate
Marketing and sales support activities, including market research, customer relations, advertising, production of
timetables, and sales promotions. 1% Subtotal 1‐3 $460,532 Estimate
$1,497,472
Station service activities, including ticketing, cleaning and maintenance, lounge operation, red cap and porter
services, baggage services, stationmaster and usher activities, snow and ice removal, and training and supervision of
staff. 4 Stations $374,368 /Station $1,497,472 NJT ARC Model, 2004 Escalated plus $200K for additonal services
$1,460,532
Traditional police patrolling activities and surveillance, intelligence, and counterterrorism efforts in support of train
service, facilities, and right‐of‐way. 1 System Wide $ 1,000,000.00 System Wide $1,000,000 Estimate
Activities to ensure and oversee environmental, health, and safety of employees and customers, including
environmental and safety compliance. 1% Subtotal 1‐3 $460,532 Estimate
$12,598,200
Managerial and administrative activities that are enterprise‐wide in scope and support all operations of the project o
enterprise. 15% Subtotal 1‐6 $7,558,920
Services that are enterprise‐wide in scope, including IT, payroll operations, human resources, accounting,
procurement, and so on. 10% Subtotal 1‐6 $5,039,280
Note: Does not include charges for return on, or return of, capital.
$62,991,002
Unit of Service (Annual) Unit Cost (2010 dollars)
Operating and Maintenance Information
(Standard O&M Cost Categories for Reference)
Category/Subcategory
100 Maintenance of Way (MoW)
101 MoW Track
304 Fuel
305 Power ‐ Electric Traction
202 Loco Maintenance
203 Car Maintenance
300 Transportation
301 Onboard Services (OBS)
302 Trainmen & Enginemen (T&E)
303 Yard
401 Sales
402 Information & Reservations
102 MoW Communications & Signal
103 MoW Electric Traction
104 MoW Bridges & Buildings
105 MoW Support
200 Maintenance of Equipment (MoE)
201 MoE Turnaround
204 Major Repairs ‐ Expensed
205 MoE Support
306 Train Movement
307 Train Movement‐Railroad Services
308 Transportation Support
400 Sales and Marketing
403 Marketing
500 Stations
702 Centralized Services
Total Operating and Maintenance Costs
– for Purposes of HSIPR Program Application
601 Police and Security
602 Environmental & Safety
700 General and Administrative
701 Corporate Administration
501 Stations
600 Police, Security & Environmental Safety
FRA F 6180.134